2007 Lotus 2-Eleven

Right update time, few things going on so I’ll trickle out some bitesized chunks.

First off, post Donington I washed the car for the first time… which was interesting.

I tried to gingerly snowfoam it, then everything else was done with low pressure hose and I didn’t get the interior too wet.

After the wash, I took it over to the Motorist, a local cars/coffee venue and met a few Lotus friends so they could see the new toy.

Car was received well, the Motorist regulars get to see quite an array of cars but this one had a fair few people skulking around the back trying to find a badge or sticker to say what it was!

Had an enjoyable blast home in the cooler air, the car certainly responds better to sub 30 temperatures. I know I’m already sounding like a broken record on this, so I’ll try not to moan about IATs too much.

You may notice the melted Donny plate was still on the car, stuck back together with yellow tape I didn’t think it looked too bad! But yes, it needed replacing.

The new plate arrived a few days later, I opted for a metal one to try and get more lifespan out of it. I regretted the decision as soon as I had it in my hands.

It just looks so tacky, like it’s straight from a McDonalds carpark Golf R. Still, function over form I’d at least fit it up to the car and worst case scenario would use it as a heatshield to protect a standard plastic one stuck to the front of it. :laughing:

Once fitted, it grew on me a bit - and maybe it doesn’t look so bad…

After that the 211 got parked up as I had a few things going on, both car related in getting the Exige prepped for sale but also holidays, trips, etc.

Next trackday is Monday 22th August, which at this time still felt miles away…

The numberplate is acceptable. Case closed.

I really must pop over and nose around this to see the differences between the s2 and the 211 in person

Welcome anytime, you know where I am :thumbup: I’m quite giddy about getting it on the ramp and taking some bodywork off to see some of the hidden differences and details.

The 211 in the yellow has me weak at the knees. It is simply the best colour/car combination I can think of. Red doesn’t quite hit the spot and those black things with stripes, Ugghhhh. If I’d seen a yellow one on sale I’d have bought it. It just looks fabulous. Very envious. Can’t wait to see it in the flesh . . . won’t be at Nyloc this Sunday so when . . . . . . . .

Quick question: have you asked Lotus HQ for the build history?Was it always yellow?

Cheers Tommo, yeah I agree it’s a fantastic car/colour combo but it is not original.

This was the last (I think? #50) of the launch spec cars, so had the black with stripes livery originally. I’m really not a fan. The owner had it resprayed around 2009, so when the car was almost new(!). I found the SELOC thread he made at the time and it went down like a lead balloon :laughing: I love it though, if I was on the fence about owning a 211, this one coming up in this colour tipped me over the edge.

A good deep Motorsport Green would have been a close second, or of course Laser Blue :mrgreen:

As I’m sure I’ve mentioned, one of my early priorities was to get some datalogging capability into the car. It was something I was sorely missing from the Exige.

On the Exige I had both the EMU Black ECU and the ADU dashboard with datalogging capabilities, in many ways they both achieve the same thing but with some subtle differences. As I’m not ready to swap ECU on the 211 yet, I’d be putting all of my data into the ADU instead.

I had an adapter harness for the Exige, but it was a bit limited. It didn’t make the most of the I/O capabilities of the ADU and it also wasted some inputs on redundant features on the 211 such as door switches, seatbelt alarms, etc. I was returning the Exige back to standard spec so I could have used the harness out of that with a bit of repinning but I decided to make a new one from scratch.

The start of my new one is on the left, old on the right. I started by robbing the connectors for the USB logger, USB to CAN adapter and 4 way plug for some spare digital inputs.

Next I had to source a female plug that matches the OE dash connector. John seriouslylotus sorted me out with this plus pins.

The stock dash pinout is fairly well documented so didn’t take long to figure out which pins I’d be needing. Bit of crimping later and I had the start of the adapter.

The 06/07 cars have the canbus high/low wires coming into an independent plug, so I needed another small adapter for that too. I included a splice and extra plug for canbus expansion here.

I pinned in the GPS2CAN module from the Exige (to do lap timing) and the last main bit I needed was a 6 way connector and subloom to go back into the engine bay. This would house 4 analogue inputs, +5v power and the sensor ground. To this I can connect oil temp, oil pressure, gearbox temp and IAT.

I’m not an autoelectrician, and this certainly isn’t up to motorsport spec but it should be functional, safe and critically is scalable without touching or splicing the factory wiring, so I’m happy.

The next challenge would be mounting the dash, while keeping somewhat of an OEM aesthetic. RRR Engineering used my Exige as a bit of a prototype for this previously but after they learned of the many subtle differences between different MY dash shrouds, they gave up on turning it into a product. Mine is rough and ready, but functional. The 211 shroud was smaller, and would go into a smaller gap - so would need some fettling.

It was then time to start stripping the interior… which didn’t take long!

I did have a bit of a problem with the passenger seat, as most Lotus tinkerers know - removing the passenger rear/left bolt for the first time is always fraught with danger. It’s hard to reach square on with a socket or allen key, and so easily stripped if it’s seized in a bit. Sure enough, this one was and I could feel the socket twisting through the bolt material. Uh oh.

Luckily I had a tool for the job, using an appropriately sized bolt extractor I could grip onto the outside of it and chew it out.

This and all others would be replaced with fresh bolts, and I also cleaned the threads out with a tap. Most were OK, but this one was particularly crusty.

Bit grotty, open top car life I guess.

Clearly a pre-Brexit car.

I dismantled the steering wheel surround so I could grab the binnacle for dash mocking. Also give me an idea of how much access there was behind the bulkhead into the front clam. The answer was nothing. I was hoping to get a hand sized hole there so I could bung excess wiring and components into that ‘free’ storage area, but that will need to wait until the front clam comes off I think. For now I’d be finding temporary homes for a few bits.

I took this opportunity to explore the gear lever area to see if I could find a smoking gun for the poor gear selection.

I was expecting this blue plastic ball to be crumbling away, it happens eventually to most of the post 07 cars. The pre 07 cars (like my Exige) have a much better setup, and tend to not die and leave you stranded without gears.

There was however a load of play, the ball had clearly worn and you could move the shifter in all directions without moving the actual cables. I spent some time tinkering with the aftermarket (LETSLA) linkages at the gearbox end which a previous owner has fitted presumably with the goal of fixing the shift. In my experience any aftermarket part with built in adjustability is prone to feck ups, so I wanted to rule that out - but with the sheer amount of play in the lever itself it was hard to get repeatable results.

To sign off on this chapter, I couldn’t wait any longer so attached the dash to see if anything worked.

Good news, it gets power, the OE dash features work (light up indicators for sidelights, main beam, fogs, handbrake, ABS, etc, plus indicators. I even got left and right the correct way around).

I would be getting RPM, Coolant, fuel level, check engine light and TC light from the canstream, Coolant took some tweaking as the ADU was getting muddled up with Fahrenheit and Celsius but I got there eventually. Fuel level seemed to work out of the box, not sure about engine or TC lights yet…

So awesome to see the progress already - and a tidy bit of wiring there mate, nice work! :slight_smile:

Cheers Matt :thumbup:

With the dash alive, next step was to get some wiring back to the engine bay for the sensors.

Another sub loom made up, this one a bit more tedious to make because I need to splice in pullup resistors for the three temperature sensors I would be using. 330ohm for the oil and gearbox oil probes, and 2200 for the IAT sensor.

The wiring was measured out and run underneath the steering column, across the top of the pedal box, down the centre console and then out through with the gear and handbrake cables. From under the car, it would go up and sit near the firewall by the oil filter and splice out into the different directions from there.

I then needed some places to fit the sensors, first up was IAT.

As I mentioned before, the car has an IAT sensor already in the TMAP sensor on the intercooler but that data is not made available over canbus on the early cars (08+ had a much richer canbus feed). If/when I fit the EMU Black I’ll be able to fix that, but for now I needed a dedicated sensor.

I broke my rule for this car on this particular modification, and I ‘edited’ a part with the help of Chris Type116 by drilling an OEM part and welding on a boss. Wherever possible on this car I want everything to be totally reversible, and this will just have to be an exception. If/when I swap to an EMU, the extra IAT sensor will be retired in place of a MAP takeoff anyway so this can be recycled for that. If I go chargecooled, then these boost pipes will be coming off the car anyway.

Tidy job:

With that done, it was off in the car to go collect my Exige from Dave and John seriouslylotus . They had been doing some pre-sale work on it for me while I was on holiday, but as is often the case I didn’t come back empty handed…

Lobbed onto the passenger seat was an entire shift mechanism from a 2006 Exige (or Elise, I’m not sure?) including uprated shift cables. Also was the Pro Alloy baffled sump made to Dave’s spec:

This would give me pre-accusump protection, but also critical to the project at this stage a convenient 1/8npt bung for the oil temp sensor.

The next piece of the puzzle would be solved by the Mishimoto sandwich plate I’d used on my Exige. This would house the oil pressure sensor.

Finally would be gear oil temp, there’s a redundant fill plug on the gearbox which sits just under the oil level, so would use that - but I don’t want to make a mess or swap the gear oil yet, so that can wait.

The next job however was the gear linkage. Compared side by side is an 06 Elise/Exige one on the left, and the 07+ one from the 211 on the right:

As you can see they’re quite different and I just can’t find anything about the newer design which is better. A photo can’t describe how much play the blue ball allows for, and even the reverse lockout mech is crap - it’s just a plastic collar directly connected to the handle at the top, which when pulled up clears a plastic blocker in the assembly. These were both wearing too, so with enough force it was possible to find reverse without using the lockout.

The pre-07 one is so much better, feels tighter all around, the self centre spring is much more assertive and the lockout mech is metal and metal, much better. The uprated cables attached don’t appear much different, but I think (ready to be corrected) that some/all 211’s got the Lotus Motorsport cables anyway. They’re certainly different and beefier than my Exige ones.

With the original shifter out I could clean the rest of the grot, and start to get organised.

Speaking of being organised, the garage was starting to get a bit mental - as I was concurrently stripping the 211 and rebuilding the Exige for sale!

New shifter bolted straight in, no adjustments needed. Cables just poked through for now.

I did a mod that was popular back in the day. I’m not convinced it makes any difference, but there’s a redundant rivnut in the chassis floor which lines up with a hole in the shifter frame - so without cutting or bodging anything you can stick a 30mm spacer in and bolt it down adding a bit more support.

Around this time I also fed the wiring through for my new sensors. Also included are two switch to ground outputs from the dash which I’m running up to the battery box for now. Later on these will be used to trigger relays for when certain parameters are met, and will be used for the gearbox oil pump (when I add one) and whatever else I can think of.

Speaking of the battery box, at some point I put in a lightweight lithium battery to reclaim some of the weight I’d been added in with all this wiring!

With the wiring in place and a bunch of continuity checks carried out - I finished buttoning the interior plastics up. Very happy with how this looks, but it was a nightmare to squeeze it all in with the front clam on. When the clam inevitably comes off, I’ll be revisiting this and tidying stuff up behind the scenes.

The most obvious fallout from lack of access up front is the fact I’ve had to just 3M the GPS module to the sill. It’s out of the way, but still a bit unsightly and will be bundled away when the time comes. The actual GPS receiver is remote from this, and is routed through the same path up the centre console and is stuck on top of the battery box in the centre of the car.

I would leave the shift linkage exposed for now, as there’s adjustment at both ends of the cable plus adjustment on the cable bracket - so lots of opportunity to get it wrong first time around and I wanted to retain easy access until I was happy with it.

At the gearbox end I didn’t get many photos, but it was a fairly simple case of bolting it up to the aftermarket linkage and eyeballing in the cable lengths.

Next chapter, finishing sensors. To give an idea for timescales, I got this far at about midnight on Friday with the trackday looming on the Monday, and still a 24 hour cure period to come for the sump.

Staggering! Tyres pressure checks about my limit :flushed::joy:

Staggering progress in such a short space of time!

I’m amazed as to why the newer shift setup of the later cars is a step backward. Seems like an odd decision from Lotus unless it was driven by cost or the parts available at the time.

Cheers Mark, the pace of the project is only because I have boxes and boxes of bundles of wires, plugs, sensors and connectors from the Exige and I need to get them all re-used before I forget how it all works!

The shifter is a mystery yes, perhaps I’m being unfair and the later blueball shifters were amazing with zero miles on them on the production line and they just didn’t pass the test of time. Or maybe a supplier went bust, or most likely - they just tried to save money here.

At about this stage it was late on Friday night and I wanted to get cracking on the sump so that I could get the gasket maker curing.

Original sump was looking very Scottish, so glad to be seeing the back of it. Also quite weepy on the trailing edge, unclear so far if this was just the sump leaking or something higher up on the engine. My Exige had a very similar leak when I first bought it, but a sump swap didn’t fix it. It turned out to be the front crank seal, so that’s going to be one to watch.

Before removing the old sump, I gave the surrounding area of the block a good scrubbing. Oh, I also discharged the accusump as that stores a few litres of oil at various stages, so wanted to get as much out of it as possible. This is done simply by going ign live, but not firing the car and you can hear the oil slurping out of the accusump into the engine, and down into the sump.

Removing the sump was only a little bit awkward, a few taps with a mallet and then some tactical pry baring had it off. The original sump is held on with a combination of studs and bolts, but the studs are not long enough to take the thicker flange of the baffled sump so they needed to come out. All but one came out easily with a 2-nut method, the last one was just not playing ball at all. Nuts eventually stripped the threads on it, so onto molegrips. I didn’t have a stud extractor small enough, but eventually after much grunting - out she came, luckily leaving the engine block threads clean and intact.

No photos of the next 2 hours because it was pretty much me just laid on my back, tediously scraping at the old gasket maker with plastic blades. It took AGES, hate this job and every time I do it I swear I’ll never do it again. Whatever it costs for a specialist to do this job, is not enough… it’s worth every penny.

Eventually the flange was spotless, wiped down with acetone and went on to prep the new sump. My sealant of choice this time round is the Permatex anaerobic gasket maker, intended for aluminium flange to flange sealing and is left over from the supercharger rebuild I did on my Exige. Was really impressed with both how easy it was to work with, but also how easy it comes off if you need to re-do a job.

The Seriously Lotus sump comes with all new bolts, so no studs used at all for refitting. It’s lovely and light, so holding it up with one hand whilst lining the first few bolts up without completely smearing your sealant everywhere isn’t too difficult.

Looking much fresher under there already. While I was under there, I swapped the sandwich plate out for a Mishimoto one which would give me a convenient place to measure oil pressure. The Sump itself had a 1/8npt port that I’d use for temp.

I set the timer for 24hours, then went to bed.

Saturday early evening saw me putting the interior back in, not much to it. Didn’t get chance to go full detailing-world on the interior chassis but it did all get a good wipe down, removed some old glue spots and residue and gave the seats some Gliptone leather treatment. Perked them up nicely.

I think keeping the interior if this car clean is going to be like pissing in the wind, but I’ll do my best.

The gearknob on the donor shift linkage was a bit scuffed up from storage, so went to swap my mint one over… to find they use different thread sizes! Good old Lotus. The old knob is bigger than the new one in terms of thread, so I may just get an M10-M12 sleeve for the shift lever to allow me to use it. One for another day.

It was next time to hook up the gear cables to the gearbox. As I said earlier, I just eyeballed in the cable lengths - let the lever sit centred on its own and just put the crossgate cable on without it tugging one way or the other. The back/forth shift motion is a bit harder to get right because the stick doesn’t self centre in that direction, but used my best judgement and stuck it in.

First impressions were very strong, no excess play in the linkage and has a nice satisfying clunk clonk click soundtrack. The throw is slightly shorter than OE, I may explore changing that via the aftermarket gearbox-end of the linkage but for now I called it a day. Left the centre console exposed to allow easy adjustment once on the road/track.

Sometime on Saturday I also finished off the engine bay wiring, cut my sensor wires to length, pinned the sensor connectors and plugged everything in. The dashboard also needed some reconfiguring, nothing major but the conversions from F to C needed a bit of fettling on the canbus for coolant and the scaling for the oil/IAT sensors needed some work.

Once 24 hours had elapsed on the sump fitting, I slopped 7 litres of oil in (new sump turns the total 2zz capacity to 6litres, and I over filled a bit to recharge the accusump) but it was too late to fire up the car, so left it over night.

Come Sunday morning, there was a NYLOC (North Yorkshire Lotus Owners Club) meet scheduled for around 10am which I quite fancied, introduce the 2-11 to the group and also was an ideal shakedown run. I had some work to do first, so got up at 7am to start tinkering.

First up I fired the car, ran for 30seconds or so and then fired off. This had charged the accusump back up, and as such the oil level in the sump had dropped again. I topped back up, repeated the process a few times until things settled down. Under normal operation, with the accusump fully discharged the dipstick should over read by 10-15mm and when the accusump has ~40psi of pressure in it, the dipstick should read bang on.

I whipped the car up and down the road before jacking up for one last leak check. The gear change was fantastic, I couldn’t believe how much better it was with zero adjustment. If I’m being uber picky, reverse is a teeny bit hard to grab - but I’m reluctant to even trying to fix it in fear of ruining the gears that count! It is 4 or 5 times better than original, I’m over the moon.

The car passed the leak check, so after a quick swap of some rusty fittings for shiny fittings- the undertrays went back on and we were ready for NYLOC.

Car drove great on the way there and back, it was ace to be back in it. Oil temps were high though.

I wasn’t initially concerned, figured I’d got the scaling wrong in the dash or something like that - but it was heating up quicker than I was used to on the Exige, and on the road was getting to the high 90’s which I NEVER saw in my Exige. High 90’s was more like what I would see after a 25 minute track session.

When I got home, I felt my oil coolers up front and they were both clap cold. Hmmmm. Trackday in 18 hours time, uh oh. The only part I could think of to blame was the thermostat in side the Mishimoto plate, it had been lobbed into storage after taking it off my Exige so perhaps the inexpensive thermostat component had broken. As luck would have it, I had a friend coming to stay for the night before the trackday to cut his journey down and he was able to bring me a spare from MrP80 so I could at least rule that out.

I took the thermostat out of the sandwich plate, and tested it in some hot water. It was a bit sticky initially, but it did work so I was not convinced this was to blame.

Chris arrived in his recently Honda converted S1 around dinner time, and as is standard for a Lotus coming to my house - we took it apart.

I put the spare thermostat into the 2-11 anyway, not being confident it would fix my problem but still it was worth ruling out. No time to properly test, as it was beer and curry time.

Great update. No wonder it look so good at Nyloc

“and as is standard for a Lotus coming to my house - we took it apart. ”

Love it

Great updates to read. Please keep going!
Be interested to know what difference there is in warm up time with stat vs no stat/open loop.

1 Like

Lovely car. Did the thermostate fix it in the end?

Cheers Gents, appreciate the feedback. I’ll keep posting as long as people are interested, then will probably keep going anyway.

Onto Blyton morning, the weather had been forecast all week for thundery showers so I was mentally preparing for an utterly miserable day. At the last moment, the weather seemed to pull a u-turn though and things were looking much more positive. Still, I packed my new karting waterproofs (more on these later…) and set off for a nice blustery drive over. Blyton is about 45mins away, and my local track. This trackday was organised by Jonny [mention]Performance autocare[/mention] for his customers, NYLOC members and other hangers on. It was brilliantly organised, low number day - so you very much felt like you had the place to yourself all day, thanks again Jonny for the invite - and hope it becomes a regular thing.

I’d come up with a theory for the oil cooler issue over night so I was almost sure I’d have no oil cooling today. I was closely monitoring oil temps on the drive over, but the ambient air was pretty chilly and the massive aluminium surface area of the SL sump was acting like a massive radiator anyway, so temps never even got to thermostat threshold on the drive over, so inconclusive. Sure enough on arrival, the coolers and plumbing was clap cold.

My theory came about after an unverified forum post/finding early on the Monday morning. The Mishimoto sandwich plate allegedly reverses the flow of oil compared to the OE Lotus one. On my Exige, that’s of no consequence, as the cooler circuit is identical either way around, but the 2-11 is a bit different in thanks to the presence of the Accusump.

The Accusump when discharging, feeds into the return line of the oil cooler circuit via a t-piece and critically, a one way check valve. As my oil cooler return was now my oil cooler outlet, the accusump t-piece was effectively isolating my cooler circuit. DOH.

It was also making my accusump pretty much redundant, as upon discharge all it would be doing is topping up my sump via the cooler circuit, rather than pressurising the block. Double DOH.

Still, this is why I add sensors - less to keep an eye on what the engine is doing and more to keep an eye on what impact my modifications are having. Sometimes it’s not always positive!

In hindsight, the best thing to have done on the Sunday night was to remove the thermostat completely and run the sandwich plate open, or put the OE sandwich plate on and live without oil pressure monitoring for the day. As it was, I was stuck with uncooled oil for the rest of the day, so short sessions and close monitoring was the key objective.

We arrived, got unpacked and the rain came just in time for the briefing. Yes, a real life briefing - first one I’ve had in nearly 3 years!

With the briefing done, the rain had stopped (and would remain stopped until about 16:50) and so I took the opportunity to get out for a few damp laps before the circuit dried. Immediately the car felt completely hooked up, the pace was way off as I just tootled around and explored the grip, but even when following other cars clearly struggling at low speed in “the ump” and “wiggler” chicanes, the 2-11 just turned in and felt like it could have been dry. Perhaps this is partly in thanks to the AR1 Nankang tyres, they aim to heat up quickly for sprint/hillclimb performance and in this case perhaps they allowed me a bit of early grip in the wet.

After 7 flying laps, the oil temps reached my arbitrary threshold of 110degrees C so I cooled it off and came back in.

The track was pretty much dry now, but my morning sessions would be disrupted by the most ridiculous of things:

Session 1: Under heavy braking, the seat started suddenly unlocking and had me hurtling forward towards the steering wheel, then back again towards the firewall on acceleration. Very scary, but easily fixed. I had a passenger at the time, and trying to communicate that my seat was falling off and that we had to go in early, was just a lot of pointing and waving towards my nob.

The seat rails have a number of holes they can bolt into, but only 2 that they should. If you get the combination of holes wrong, the rails are slightly off square and can lead to either adjustment difficulties, or in this case - failure of the locking mech completely. I’d re-used the original holes when I took the seats out, but when comparing to other S2 cars in attendance I found these to be wrong. (I later checked my Exige to confirm too). The rails had clearly been in the wrong holes for a while, because they were slightly bent and I had to straighten them out before refitting to the correct holes. Once done, the seat adjustment became loads smoother and I had no further locking issues for the rest of the day.

Session 2: On left hand turns (which is pretty much all of them), the passenger harness buckle was smacking me in the face, so had to come in to clip that out of the way. Never had a passenger harness on the Exige, so this was new on me!

Session 3: Carpet came loose and bundled up under the brake pedal, bit scary - lobbed it in the tent for the rest of the day.

So the 2-11 has barely any interior, and somehow almost all of it had managed to end my sessions early throughout the morning. Very annoying, but now a bit amusing in hindsight.

Once I finally got an uninterrupted session just before lunch, the car immediately felt incredible. I have years of bad habits and expectation baked into me for Blyton, so adapting to a new car which is both incredibly similar and obscenely different all at the same time, is quite difficult. I need to reprogram myself - but instantly the car was right where I would expect the Exige to be after a long day of building up and tweaking.

I was turning in too early, habitually compensating for the hint of understeer you get in the Exige but the biggest change was the braking.

I was over slowing, steadily moving my braking points deeper and deeper into the corners making my margin get smaller and smaller, but still the car was consistently too slow at the apex. With the Exige I have to almost push through a vague spot at the top of the brake pedal, a sensation I’ve experienced on all ABS/brake booster Lotus cars (except the 211!) and then I get rewarded with heavy stopping power once I’ve worked through that. The 2-11 brakes bite immediately, and if I use the same pedal force as I do on the Exige, I quickly overwhelm the tyres and end up triggering the ABS. Triggering the ABS with such small margins for error in the short braking zones usually means I overshoot, so through the day it was a lesson in threshold braking and trusting that the car would slow up very quickly indeed, with the most delicate touches of the pedal.

Traction was just unflappable, I had the sound of TC kicking in on the final/first turn a few times which I remember not-so-fondly from the pre-LSD days in my Exige. Inside wheel is a bugger for spinning up here. I tried to switch TC off, but due to a suspected misconfiguration of my dash I didn’t get the telltale/warning light when it was disabled or intervening. On retrospect, even when I thought it was disabled, I could still hear it kicking in - so maybe there was also a RTFM issue going on too.

As the sessions got faster and the day got warmer, so did my oil - and as a result my sessions had to get shorter and shorter which was a shame but it did not detract too much from the enjoyment of the day.

After lunch and a fuel stop, I had a fairly uneventful afternoon. Just got steadily quicker and quicker, but happy to say I’m still miles off the potential of the car. Still going too slowly through most turns, and still braking a bit early in some cases.

I’d wired in an external microphone for the GoPro, it was a cheap generic mic I found in a box of bits and luckily I decided to review my footage late afternoon to find it was all without sound, doh. I unplugged it for the final two session and will just have to tolerate a bit of wind noise on those clips.

<LINK_TEXT text=“https://www.youtube.com/watch?v=c0NKfsB … zeyOnTrack”>https://www.youtube.com/watch?v=c0NKfsBAUhc&amp;ab_channel=FonzeyOnTrack</LINK_TEXT>

I feel like the Exige has an edge in a couple of places, the midrange grunt I gained from the remap and added boost teaming up with the closer ratio gears I ran meant that I could use a different set of gears for most corners. In the 211 I was still replicating this, rather than throwing in an extra downshift. This left me missing a bit of grunt on a couple of corners and is just some habits I need to change.

Whether the power deficit or aero or a combination of the two, vmax in the 2-11 is approx. 11kph down on the longest straight at Blyton. This will only get wider at longer circuits, so will be interesting to see if there’s a tipping point where the Exige becomes a faster car.

Intake air temps, the thing that thwarted me at Donington were really not too bad at Blyton - but this was obviously helped by the short sessions I ran to keep oil temps in check. I think the long term destiny for this car is to go chargecooled like the Exige, but I may tinker around a bit this year to see if I can improve it a bit as it sits. One to watch.

By the end of the day, The 211 was lapping quicker (based on GoPro, obviously) than my Exige ever has. Not by a huge amount, but you can just tell from the video that there’s loads left on the table so I’m quite excited to get back and exploit a bit more of it.

The final session saw some rain falling, so I jumped at the chance to test out my OMP Karting waterproofs.

Yes I felt as ridiculous as I looked. They were also very hot, and very sweaty. Maybe something to pack away for Winter/Spring trackdays, but when it’s 25+ outside and raining, just getting wet seems to be the best plan :slight_smile:

Having a tiny amount of rain appear like a torrential downpour on the helmet visor was a new experience for me, amazing how little water it takes you to slow down when it’s bouncing off your helmet!

Drive home was really quite wet, but enjoyable. Had the goggles on and a hood up and from the shoulders down I stayed surprisingly dry.

In summary, a fab day - a few things to fix/improve, but nothing major. Car is ace, can’t wait for more.

Things to address:

  • Brake Fluid needs a top up, it’s too low in the reservoir so the handbrake light flickers on through the corners
  • Oil Cooler/Sandwich plate situation
  • Figure out the traction control, how to operate it and fix my dash configuration for it

    For the first time since buying the car, that’s this thread finally up to date! Phew.

FANTASTIC write up. Enjoyed that immensely.

Am following to see what you find out in terms of exige/211 differences

keep it coming Kyle… love reading this, you are becoming an Exiges.com legend sir…

Great update, loving hearing how the car differs from the Exige.

Interesting also to hear how the brake pedal feel is more immediate, with less travel before biting than the Exige. Is there any difference in the 211 setup (apart from the obvious massive reduction in weight)!?

Glad you’re enjoying it. Will be plenty more to come I’m sure :slight_smile:

Stop it :blush:

Yep the pedal feel really has caught me off guard, as far as I know the pedal box hardware is identical. Master cylinder seems to be the same… I really can’t spot any differences, maybe it is just weight? I’m very happy with it but it’s quite the mystery.

I’m even beginning to wonder if it’s just some gucci brake fluid that it might have in it. I’ve always used middle of the road stuff in the Exige because I bleed it so bloody often. Whatever it is, I’m terrified of touching the brake system in case I ruin it, which is a shame because it needs new pads soon :laughing: